NHTSA Interpretation File Search
Overview
NHTSA's Chief Counsel interprets the statutes that the agency administers and the standards and regulations that it issues. Members of the public may submit requests for interpretation, and the Chief Counsel will respond with a letter of interpretation. These interpretation letters look at the particular facts presented in the question and explain the agency’s opinion on how the law applies given those facts. These letters of interpretation are guidance documents. They do not have the force and effect of law and are not meant to bind the public in any way. They are intended only to provide information to the public regarding existing requirements under the law or agency policies.
Understanding NHTSA’s Online Interpretation Files
NHTSA makes its letters of interpretation available to the public on this webpage.
An interpretation letter represents the opinion of the Chief Counsel based on the facts of individual cases at the time the letter was written. While these letters may be helpful in determining how the agency might answer a question that another person has if that question is similar to a previously considered question, do not assume that a prior interpretation will necessarily apply to your situation.
- Your facts may be sufficiently different from those presented in prior interpretations, such that the agency's answer to you might be different from the answer in the prior interpretation letter;
- Your situation may be completely new to the agency and not addressed in an existing interpretation letter;
- The agency's safety standards or regulations may have changed since the prior interpretation letter was written so that the agency's prior interpretation no longer applies; or
- Some combination of the above, or other, factors.
Searching NHTSA’s Online Interpretation Files
Before beginning a search, it’s important to understand how this online search works. Below we provide some examples of searches you can run. In some cases, the search results may include words similar to what you searched because it utilizes a fuzzy search algorithm.
Single word search
Example: car
Result: Any document containing that word.
Multiple word search
Example: car seat requirements
Result: Any document containing any of these words.
Connector word search
Example: car AND seat AND requirements
Result: Any document containing all of these words.
Note: Search operators such as AND or OR must be in all capital letters.
Phrase in double quotes
Example: "headlamp function"
Result: Any document with that phrase.
Conjunctive search
Example: functionally AND minima
Result: Any document with both of those words.
Wildcard
Example: headl*
Result: Any document with a word beginning with those letters (e.g., headlamp, headlight, headlamps).
Example: no*compl*
Result: Any document beginning with the letters “no” followed by the letters “compl” (e.g., noncompliance, non-complying).
Not
Example: headlamp NOT crash
Result: Any document containing the word “headlamp” and not the word “crash.”
Complex searches
You can combine search operators to write more targeted searches.
Note: The database does not currently support phrase searches with wildcards (e.g., “make* inoperative”).
Example: Headl* AND (supplement* OR auxiliary OR impair*)
Result: Any document containing words that are variants of “headlamp” (headlamp, headlights, etc.) and also containing a variant of “supplement” (supplement, supplemental, etc.) or “impair” (impair, impairment, etc.) or the word “auxiliary.”
Search Tool
NHTSA's Interpretation Files Search
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ID: aiam5619OpenThe Honorable Bart Stupak U.S. House of Representatives 902 Ludington St. Escanaba, MI 49829; The Honorable Bart Stupak U.S. House of Representatives 902 Ludington St. Escanaba MI 49829; Dear Mr. Stupak: Thank you for your letter enclosing correspondenc from your constituent, Mr. Kurt B. Ries, concerning our requirements for school vehicles. Your letter was referred to the National Highway Traffic Safety Administration (NHTSA) for reply, since NHTSA regulates the manufacture of all vehicles, including vans and school buses. Mr. Ries, Director of the Northeast Michigan Consortium, asks for relief from what he believes is a new Federal regulation. The Northeast Michigan Consortium uses a number of 15-passenger vans to transport students to employment training programs and jobs. Mr. Ries believes the new Federal regulation will require all vehicles transporting students, including vans, to be replaced with 'mini-school buses,' which he believes is economically unfeasible. I appreciate this opportunity to address your constituent's concerns. As explained below, the new regulation that Mr. Ries is concerned about is not a Federal regulation, but one that Michigan is considering adopting as State law. NHTSA has issued safety standards applicable to new motor vehicles, including school buses. Under our regulations, a 'school bus' is a vehicle carrying 11 or more persons, that is sold to transport children to school or school-related events. Congress has directed NHTSA to require school bus manufacturers to meet safety standards on aspects of school bus safety, including floor strength, seating systems, and crashworthiness. Each seller of a new school bus must ensure that the vehicle is certified as meeting these safety standards. While NHTSA regulates the manufacture and sale of new school buses, this agency does not regulate the use of vehicles. Thus, we do not have a present or pending requirement that would require Mr. Ries to cease using his vans for school transportation. The requirements for the use of school buses and other vehicles are matters for each State to decide. We understand from Mr. Roger Lynas, the State Pupil Transportation Director in Michigan, that Michigan is considering changing its school bus definition to make it more similar to NHTSA's. Such an amendment could affect what vehicles can be used for school transportation under State law. For more information about Michigan's proposed amendment, we suggest Mr. Ries contact Mr. Lynas at (517) 373-4013. NHTSA does not require States to permit only the use of 'school buses' when buses are used for school transportation. However, we support State decisions to do so. NHTSA provides recommendations for the States on various operational aspects of school bus and pupil transportation safety programs, in the form of Highway Safety Program Guideline No. 17, 'Pupil Transportation Safety,' copy enclosed. Since school buses have special safety features that conventional buses do not have, such as padded, high-backed seats, protected fuel tanks, and warning lights and stop arms, they are the safest means to transport school children. Guideline 17 recommends that all buses regularly used for student transportation meet our school bus safety standards. I hope this information is helpful. If you have any further questions, please do not hesitate to contact me. Sincerely, Carol Stroebel Director of Intergovernmental Affairs Enclosure; |
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ID: aiam5249OpenMr. Richard Glover Evenflo Juvenile Furniture Co. 1801 Commerce Dr. Piqua, OH 45356; Mr. Richard Glover Evenflo Juvenile Furniture Co. 1801 Commerce Dr. Piqua OH 45356; "Dear Mr. Glover: This responds to your letter and telephone call about the child seat registration form you are considering. The form is required by S5.8 of Standard 213, 'Child Restraint Systems,' and is depicted in figures 9a and 9b of the standard. You ask whether S5.8(c) permits you to place certain additional information in the shaded area on the form. The information is a bar code that you said on the telephone contains information on 'date of manufacture, shift, location and serial number for the product that the card represents.' You explain that the bar code is desired because it can be automatically scanned, which would avoid possible 'mis-keying' of the information into the data record. Further, you state that the bar code has to be surrounded by a slightly larger unshaded 'quiet zone' to enable the scanner to record the bar code information. You are concerned whether NHTSA would conclude that the quiet zone renders a part of the shaded area unshaded. It is our opinion that a bar code that contains the information you described is permitted in the shaded area (the area outside of the space for the consumer to fill in). S5.8(c) of Standard 213 specifies the information that must be provided on the form and states the following: No other information shall appear on the postcard, except identifying information that distinguishes a particular child restraint system from other systems of that model name or number may be preprinted in the shaded area of the postcard, as shown in figure 9a. The bar code, printed in the shaded area, is permitted by S5.8(c). The information provided by the bar code distinguishes a particular child seat from another of the same model name or number. We consider the quiet zone as part of the bar code since it is needed for the bar code to be reliably read. The quiet zone therefore need not be shaded, since the printed bar code (or any other identifying information permitted by S5.8(c)) itself is not. Please note that, while the bar code is permitted, the information on the model name or number and date of manufacture must still be in English under S5.8(c). This information must be in English so that a consumer can see that this information has been provided and that only minimal effort is needed to fill out the registration form. We also wish to note another feature of the form you faxed. Your form has the words 'please print' after the instructions to the consumer 'just fill in your name and address.' 'Please print' is not on the form depicted in figures 9a and 9b of Standard 213. In an earlier letter, NHTSA decided that a minor variation in the wording of a warning expressly specified by Standard 213 was permitted when the change clarified the warning and did not make any substantive change to the warning's meaning. (Letter to Mr. McGuigan, December 18, 1980.) Similarly, 'please print' is a minor variation to the wording of the instructions that clarifies the instructions and does not substantively change them. Thus, it is permitted. I hope this information is helpful. Please call Ms. Fujita at (202) 366-2992 if you have further questions. Sincerely, John Womack Acting Chief Counsel"; |
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ID: aiam3519OpenMs. Kathy G. Phillips, Manager, Vehicle Safety Division, Pennsylvania Department of Transportation, Harrisburg, PA 17123; Ms. Kathy G. Phillips Manager Vehicle Safety Division Pennsylvania Department of Transportation Harrisburg PA 17123; Dear Ms. Phillips: This responds to your letter of November 16, 1981, concernin differences between the Vehicle Equipment Safety Commission (VESC) Regulation on sun screening devices and applicable Federal standards. In addition, you asked about the requirements of several Federal motor vehicle safety standards and how they affect Pennsylvania vehicle inspection standards.; Your first question concerns any differences in light transmittanc requirements between the Federal standard and the 70 percent light transmittance requirement set by VESC in its Regulation No. 20, *Performance Requirements for Motor Vehicle Sun Screening Devices*. We have issued a Federal Motor Vehicle Safety Standard No. 205, *Glazing Materials*, which specifies performance and location requirements for glazing used in vehicles. The standard sets a minimum light transmittance level of 70 percent for glazing materials used in areas requisite for driving visibility, such as the windshield and front side windows.; As explained in the enclosed letter, the agency does not consider su screening solar films to be glazing materials themselves and thus they would not have to comply with Standard No. 205. However, as the enclosed letter explains, use of such devices on motor vehicles would be prohibited in certain cases if the vehicle glazing no longer complies with the light transmittance or other requirements of the standard.; You also asked if bumper height is regulated by a Federal standard. Th agency has issued, under the authority of the Motor Vehicle Information and Cost Savings Act (15 U.S.C. 1901 *et seq*.) and the National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1391 *et seq*.), a Part 581 Bumper Standard (49 CFR Part 581, copy enclosed) that specifies performance requirements for bumper systems. One aspect of performance regulated by the standard is the impact protection provided by the bumper at certain heights.; Section 110 of the Cost Savings Act (15 U.S.C. 1920) provides, i applicable part, that:; >>>No State or political subdivision thereof shall have any authorit to establish or enforce with respect to any passenger motor vehicle or passenger motor vehicle equipment offered for sale any bumper standard which is not identical to a Federal bumper standard.<<<; Section 103(d) of the Vehicle Safety Act (15 U.S.C. 1392(d)) provides in applicable part, that:; >>>Whenever a Federal motor vehicle safety standard established unde this title is in effect, no State or political subdivision of a State shall have any authority either to establish, or to continue in effect, with respect to any motor vehicle or item of motor vehicle equipment any safety standard applicable to the same aspect of performance of such vehicle or item of equipment which is not identical to the Federal standard.<<<; Therefore, unless the Pennsylvania regulation is identical to the Par 581 Bumper Standard, it is preempted.; Finally, you asked about Federal safety standards regulating the heigh of the windshield. The agency has not issued any safety standard specifying requirements for the vertical height of the windshield. Therefore, Pennsylvania's inspection standard on vertical windshield height is not preempted.; Sincerely, Frank Berndt, Chief Counsel |
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ID: aiam2241OpenHonorable Richard Nolan, House of Representatives, Washington, DC 20515; Honorable Richard Nolan House of Representatives Washington DC 20515; Dear Mr. Nolan: This is in reply to your letter of February 17, 1976, in which you as six questions pertaining to tire identification and recordkeeping, and to defects notification and recall. The statutory basis for and regulations governing this subject are set forth in the National Traffic and Motor Vehicle Safety Act of 1966, 15 U.S.C. 1391, et seq., and 49 CFR Part 574. I have enclosed copies for your reference. Specific answers to your questions follow in the sequence asked:; >>>1. Manufacturers are required to retain tire registratio information for three years. (49 CFR 574. 7(d)).; 2. As in all defect recall campaigns under our Act, the tir manufacturer, not the Department of Transportation, traces and notifies individuals of defective tires. There have been approximately 2,526,480 tires subject to recall in 119 recall campaigns.; 3. The number of persons employed by industry to process thi information has not been reported, but the filing systems are highly automated by the use of computer processing techniques. The cost of storage of this information during the three-year period is minimal. The recording of information at the time of purchase, however, is manually performed at the retail level, usually by the salesman, and has been estimated by dealers to cost anywhere from 5 or 10 cents per tire up to $2.50 per tire. The substantial difference in cost estimates is to a large part due to whether or not one assumes the salesman who completes the forms and the clerk who mails them would not be employed but for the tire registration process. The National Highway Traffic Safety Administration (NHTSA) takes the position, which has yet to be refuted, that additional personnel are not needed to carry out the program on the retail level and consequently the costis (sic) at the lower end of the scale. Simplification of the process has been achieved with the adoption of a standardized report form on which towrite (sic) the name and address of the purchaser. A copy is enclosed.; 4. There is no cost incurred by the Federal government attributable t the tire registraion (sic) and recordkeeping procedure except indirectly in that the regular staff, as one of their functions, assigns and maintains a manufacturer's identification code list and monitors the program of defects recalls and regulation enforcement. The cost of this work has been determined to be about $34,000 annually.; 5. The NHTSA has undertaken no prosecution of dealers or manufacturer for violation of the tire information and recordkeeping regulation. Fourteen civil penalties have been assessed for violation of the regulation, although these all occurred shortly after the regulation became effective.; 6. We do not presently anticipate a major revision of the regulation However, as with allour (sic) standards and regulations, it is regularly reviewed and revised to increase its effectiveness while lowering its cost to the industry and the consumer. Further, dealers, manufacturers, and others are free at any time to petition the NHTSA to amendthe (sic) regulations. These procedures, which are found in 49 CFR, Part 552, require that we act on petitions within 120 days.; At the present time, this program is also being analyzed by th National Motor Vehicle Safety Advisory Council as part of its study of 'Safety Defects and Recalls' requested by Secretary William T. Coleman. The Council's report will also guide us in revising and improving the regulation.<<<; Sincerely, James B. Gregory, Administrator |
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ID: aiam2324OpenMr. Jack Roadman, Box 9971, Pittsburgh, PA 15233; Mr. Jack Roadman Box 9971 Pittsburgh PA 15233; Dear Mr. Roadman: This is in response to your letters of February 26 and March 8, 1976 concerning the certification of a truck that you wish to build with a chassis that you have purchased from International Harvester. You have indicated that the chassis did not include an engine, transmission, or radiator. You installed a diesel engine, transmission, and a new driveshaft, and made various modifications to the chassis. You have had difficulties in persuading a body manufacturer to install a truck body.; The source of your difficulties appears to be a misunderstanding of th requirements of the National Traffic and Motor Vehicle Safety Act of 1966 (the Act) and the accompanying certification regulations. Pursuant to the Act, the National Highway Traffic Safety Administration has issued Federal motor vehicle safety standards. These standards apply to completed motor vehicles and to certain items of motor vehicle equipment (e.g., brake hoses, tires). The manufacturer of a motor vehicle or an item of equipment to which a standard applies is required by Section 114 of the Act to certify that his product complies with all applicable Federal motor vehicle safety standards.; 'Incomplete vehicle' is defined in 49 CFR Part 568, *Vehicle Manufactured in Two or More Stages*, as:; >>>an assemblage consisting, as a minimum, of frame and chassi structure, power train, steering system, suspension system, and braking system, to the extent that those systems are to be part of the completed vehicle, that requires further manufacturing operations, other than the addition of readily attachable components, such as mirrors or tire and rim assemblies, or minor finishing operations such as painting, to become a completed vehicle.<<<; An incomplete vehicle is, strictly speaking, an item of motor vehicl equipment. There are no Federal motor vehicle safety standards that apply directly to these particular equipment items, and thus there is presently no certification requirement for incomplete vehicles. The manufacturer of an incomplete vehicle is required by Part 568, however, to furnish an 'incomplete vehicle document'. This document, which is described in S 568.4, must indicate the conformity status of the incomplete vehicle with respect to each standard that applies to the vehicles into which it may be completed.; The chassis that you bought from International Harvester (IH) was a item of motor vehicle equipment to which no standards apply. Therefore, IH was not required to furnish you with a certification of compliance. Further, the chassis was not an incomplete vehicle because it lacked an engine and transmission. Therefore, IH was not required to furnish an incomplete vehicle document. Becuase (sic) of your operations on the chassis, you are the manufacturer of an incomplete vehicle. You, therefore, are the person required to furnish an incomplete vehicle document.; Your letter also indicated a concern thay (sic) you were not given 'certificate of origin' by International Harvester when you purchased the chassis. Federal law does not require the issuance of a certificate of origin. Unless you intended to refer to the Section 114 'certification' discussed above, I assume that you have in mind a document that would be the subject of Pennsylvania state law.; Copies of the Act and the certification regulations are enclosed fo your convenience.; Yours truly, Stephen P. Wood, Assistant Chief Counsel |
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ID: aiam3535OpenLawrence W. Gebhardt, Gebhardt & Smith, Suite 1544, The World Trade Center, Baltimore, MD 21202; Lawrence W. Gebhardt Gebhardt & Smith Suite 1544 The World Trade Center Baltimore MD 21202; Dear Mr. Gebhardt: This is in response to your letter of November 30, 1981, in which yo raised several questions concerning the application of the exemption for dealer-to-dealer transfers of new cars. We are sorry for the delay in responding. Specifically you wanted to know if a dealer transferring a new vehicle with fifty miles registered on the odometer to another dealer was required to issue an odometer disclosure statement. You also requested that the agency provide you with cases subsequent to *Lair v. Lewis Service Center*, 428 F. Supp. 778 (D.Neb. 1977) which address the enforceability of the exemptions to Title IV of the Motor Vehicle Information and Cost Savings Act ('Act') (15 U.S.C. 1981 *et seq.*); Purchasers of motor vehicles rely heavily on the odometer reading as a index of the condition and value of the vehicle. The purpose of the Federal odometer laws is to establish certain safeguards against odometer tampering and to provide purchasers of motor vehicles an accurate statement of the mileage traveled by a motor vehicle. Section 408 of the Act requires that each transferor of a motor vehicle furnish to the transferee a written statement certifying the accuracy of the mileage. 15 U.S.C. 1988. The Odometer Disclosure Requirements specifically detail the information that must be disclosed. 49 CFR 580.4. However, the agency has determined that the exemption of certain transactions and vehicles is consistent with the purposes and scope of the Act. 49 CFR 580.5.; 49 CFR 580.5(b) exempts all transfers of a new vehicle prior to th first transfer to a customer who actually plans to use the vehicle from the Odometer Disclosure Requirements. The exemption applies to the dealer-to-dealer transfer of new vehicles regardless of the odometer reading. However, the exemption does not preclude a dealer from requiring the transferring dealer to certify the accuracy of the mileage.; The exemption is consistent with the purpose and scope of the Federa odometer laws. It is customary for dealers to transfer new vehicles to other dealers who plan to immediately resell the vehicle to a customer. Generally, the frequency of odometer fraud in these transactions is minimal. Indeed, prior to the transfer of a vehicle to a consumer, the odometer reading should only reflect the mileage accumulated while the vehicle is being demonstrated to a potential buyer or driven a short distance, which might be occasioned by a typical dealer-to-dealer transfer. We are unable to establish by issuing an opinion letter what the limit of such mileage incidental to the sale of a new car should be. If a dealer doubts the accuracy of the odometer reading, he can readily inspect the car for evidence of odometer tampering. In the absence of such evidence, the first dealer to sell the vehicle to a non-resale purchaser should be free to certify the mileage as accurate. The agency therefore views the issuance of odometer disclosure statements in such dealer-to-dealer transactions as unnecessarily burdensome on dealers.; In addition to *Lair v. Lewis Service Center*, the agency has knowledg of one other case *Romeri Trucking, Inc. v. Boise Kenworth Sale*, No. 80-1252 (D. Iowa, February 11, 1981), that addresses the issue of the enforceability of 49 CFR 580.5(a)(1). To date the agency has not issued a formal opinion on either case.; Sincerely, Frank Berndt, Chief Counsel |
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ID: aiam1857OpenHonorable Vance Hartke, United States Senate, Washington, DC 20510; Honorable Vance Hartke United States Senate Washington DC 20510; Dear Senator Hartke: Thank you for your letter of March 7, 1975, asking for detaile consideration of Mr. David L. Daugherty's concern that final-stage manufacturers will be unable to fulfill their certification responsibilities on air-braked trucks built after March 1, 1975. As you know, Standard No. 121, *Air brake systems*, became effective for trucks and buses on March 1, 1975.; Mr. Daugherty has raised one of the most critical aspects of truc manufacturing in assuring a minimum brake performance level. Unlike passenger cars, the vast majority of heavy trucks are manufactured by adding specialized bodies or equipment to a chassis-cab. These additions affect the center of gravity, dynamic load transferral, and other characteristics of the truck which determine in large part its stopping capability.; As a practical matter, meaningful dynamic brake performance standard cannot be developed without regulating the truck as it is completed and sold.; The National Highway Traffic Safety Administration (NHTSA) recognize that Standard No. 121, as the first comprehensive performance requirement for trucks, will limit somewhat the freedom of manufacturers to modify brake systems and mount bodies without regard for their effect on braking. We consider the increased care exercised by final-stage manufacturers to be one of the most significant benefits of the standard.; Mr. Daugherty correctly points out that chassis-cab manufacturer released the necessary information on their chassis only a short time before March 1, 1975. The two trade associations for final-stage manufacturers petitioned for delay of the standard for this reason. After careful consideration of possible relief, NHTSA denied those petitions. It was concluded that every form of relief had obvious drawbacks and would not achieve the objective of final-stage manufacturers to receive 121-type chassis to use in re-engineering their body and equipment installations. It was concluded that if the standard for completed vehicles were suspended, chassis manufacturers would no longer have to provide incomplete vehicles with the necessary equipment and final-stage manufacturers would be unable to develop solutions for their engineering problems. Even if incomplete vehicles could be certified and completed vehicles could be exempt, serious danger would exist when modifications of the new systems were undertaken without consideration of the handling consequences.; I would like to point out that the March 1, 1975, effective date doe not require an instantaneous ('one day') change for final-stage manufacturers. Part 568 of our regulations (49 CFR Part 568) permits a final-stage manufacturer to use the date of completion of the chassis as the date of certification of the completed vehicle. This means that the chassis manufactured prior to March 1 may be completed at any later period without meeting Standard No. 121. It is not until final-stage manufacturers begin to receive the chassis which have just started to be produced that they will have to complete vehicles in conformity with the standard. They now have data on the new chassis, and thus have a period in which to make modifications. Several manufacturers have large inventories of pre-121 chassis and it should be several months before all trucks will be completed in conformity with Standard No. 121.; Thank you for your continuing interest in motor vehicle safety. Sincerely, James B. Gregory, Administrator |
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ID: aiam0250OpenMr. Lowell A. Kintigh, Vice President, Engineering Staff, General Motors Corporation, General Motors Technical Center, Warren, MI 48090; Mr. Lowell A. Kintigh Vice President Engineering Staff General Motors Corporation General Motors Technical Center Warren MI 48090; Dear Mr. Kintigh: On August 13, 1970, you petitioned, on behalf of General Motor Corporation, for reconsideration of the amendment of 49 CFR 571.3, published on July 14, 1970 (35 F.R. 11242), which established a definition of 'fixed collision barrier'. The views presented in your petition have been carefully considered. For the reasons stated below, your petition is denied.; You argued that the phrase 'absorb no significant portion of th vehicle's kinetic energy' was subjective, and therefore not in accord with the statutory requirement that standards be stated in objective terms. This argument is without merit. It appears to be based on the misconception that the purpose of the definition is to describe, or prescribe standards for, a manufacturer's test barrier, as evidenced by your statement that it 'gives manufacturer no guidelines for determining whether or not he has built a barrier which complies with the definition.' The Bureau does not intend that manufacturers should build barriers to 'comply with the definition.' As stated in the notice,; >>>'this is not intended to be a description of an actual test barrier It is a device used in various standards to establish required quantitative performance levels of a vehicle in a crash situation, and means simply that the vehicle must meet the requirement no matter how small an amount of energy is absorbed by the barrier.'; <<>>there is no known method of measuring the amount of energy absorbe by a barrier. Therefore, there is no way that the manufacturer could even attempt to determine whether or not his barrier complied with the definition, and, more importantly, whether or not his vehicle when tested complied with the performance requirements of the standards.'<<<; The energy absorption of a barrier is a direct function of the movemen of the barrier during the impact. To be sure, there are other properties, such as its effective mass and elasticity, that also are factors in energy absorption. But it is clear that as the barrier movement approaches zero, the energy absorption also approaches zero, and the barrier movement can be measured, as you indicated by your recommendation that a specified amount of movement be allowed. In all cases where the vehicle has a tangible margin of safety performance over the required minimum, therefore, a manufacturer will have no difficulty in determining that his vehicle complies.; If our standards 'allowed' barrier movement, it would be far mor difficult to establish conclusively that a given vehicle did *not* meet the standard, since it would always be open to the manufacturer to argue that the Bureau's barrier did not move as far, and consequently did not absorb as much energy, as the standard allowed. To the extent that there may be a small degree of uncertainty as to the variance in the vehicle test performance caused by the variance of a barrier from zero absorption, that uncertainty must rest with the manufacturer, who is free to design into his vehicles whatever margin of performance he desires.; This matter was thoroughly considered by the Bureau, and the opinion of knowledgeable members of the public were sought and carefully evaluated. For these reasons, your petition for reconsideration must be denied.; We appreciate your cooperation in the field of motor vehicle safety. Sincerely, Douglas W. Toms, Director |
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ID: aiam1103OpenMr. Ralph H. Ullenberg, President, Milwaukee truck Center, Inc., 10521 West Layton Avenue, Milwaukee, WI 53228; Mr. Ralph H. Ullenberg President Milwaukee truck Center Inc. 10521 West Layton Avenue Milwaukee WI 53228; Dear Mr. Ullenberg: This is in reply to your letter of March 6, 1973, in which you as several questions regarding the certification of trucks with concrete mixers. You state that you supply a chassis to the Rex Chainbelt factory in Milwaukee, where a concrete mixer is installed. The combined unit is then shipped to a Rex dealer in Puerto Rico who sells the complete unit to a user. You provide weight ratings for the vehicle as follows: a gross vehicle weight rating, based on axle capacity, of 68,000 pounds, a rating, based on the tire capacity, of 56,740 pounds, and a gross weight of 66,800 pounds. Based on these figures you ask (1) Whether the truck can be completed in this fashion and shipped by you to Puerto Rico, (2) Whether the dealer in Puerto Rico can promise to install larger tires at a later date, (3) Whether Rex Chainbelt can certify the chassis at 68,000 pounds gross weight rating, if the dealer in Puerto Rico notifies Rex that he will change the tires at a later date, (4) Whether the chassis manufacturer can certify the truck chassis for a greater capacity than the lightest component if the local dealer or customer will notify him that they will bring the chassis to the higher certified level, and (5) What penalties can be imposed if a dealer or user does not make changes he has promised to make.; It appears to us from your letter that essentially the same issu underlies all your questions, that is, whether a final- stage manufacturer in completing a vehicle may place on it tires that are not sufficient to carry the vehicle at its gross vehicle weight rating, and elicit a promise from either a dealer or user that the latter will change the tires.; A truck that is equipped at the time of its manufacture with tire inadequate in terms of load rating to carry the truck at its gross vehicle weight rating would be considered by NHTSA to contain a safety related defect. The manufacturer of such a vehicle is subject to the provisions of section 113 of the National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1402), which requires that notification of the defect be sent to first purchasers and dealers. A truck which was labeled with a gross vehicle weight rating below the minimum specified in 49 CFR 567(g)(3) would be in violation of the Certification regulations, and the person affixing such a label would be subject to civil penalties and other sanctions pursuant to section 108, 109, and 110 of the Safety Act (15 U.S. C. 1397, 1398, 1399). The Certification regulations (49 CFR Parts 567, 568) require weight ratings, in cases of vehicles manufactured in two or more stages, to be based on the vehicle as completed by the final-stage manufacturer. That manufacturer is not permitted to delegate his responsibility to a dealer or user.; The NHTSA has made an exception in the case of vehicles shipped withou tires, or vehicles shipped with temporary tires that are not intended to be used on the vehicle apart from the limited purpose of shipment. Your letter contains no implication that your case in within this exception.; Yours truly, Richard B. Dyson, Assistant Chief Counsel |
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ID: aiam4455OpenMs. Joanne Salvio Fire Research Corporation 26 Southern Blvd. Nesconset, NY 11767; Ms. Joanne Salvio Fire Research Corporation 26 Southern Blvd. Nesconset NY 11767; "Dear Ms. Salvio: This responds to your November 10, 1987, lette asking whether the 'Guardian Gate' your company manufactures for firefighting vehicles is subject to Safety Standard No. 206, Door Locks and Door Retention Components. The answer to your question is yes, if the Gate is installed on new vehicles and if the area into which the door leads contains one or more seating positions. The advertising material you enclosed states that the Guardian Gate 'is designed to help firefighters while they are riding to fires in the jump seat of apparatus sic .' The advertisement said that the unique feature of the Guardian Gate is its locking mechanism which enables the gate to be locked 'on both its sides to the vehicle, the cab side, as well as the pump panel side.' The advertisement said this 'dual locking' feature is intended to minimize the likelihood that the gate will be opened either unintentionally or because of 'hazardous conditions' (an explanation of which the advertisement did not include). Paragraph S4 of Standard No. 206 states: 'Components on any side door leading directly into a compartment that contains one or more seating accommodations shall conform to this standard. ...' (S4 exempts certain types of doors from Standard No. 206, but these are doors that are readily removable or that are not provided for retaining occupants. Since the Guardian Gate falls into neither of these two categories, the exemptions are not relevant to your inquiry.) From the information you provided in your letter and in telephone calls between you and Ms. Hom of my staff, we understand that the standing area on the firefighting vehicle enclosed by the Guardian Gate contains a jump seat. Because 'seating accommodations' referred to in S4 include jump seats, a Guardian Gate that is installed to enclose a jump seat area on a new firefighting vehicle must comply with Standard No. 206. This determination is consistent with an August 13, 1980 letter from NHTSA to Mr. L. Steenbock of the FWD Corporation (copy enclosed), in which this agency stated that a door leading to a standing area that contains no seating position would not have to comply with Standard No. 206. Because Standard No. 206 applies to passenger cars, multipurpose passenger vehicles and trucks (e.g., firefighting vehicles), and not to replacement parts for installation in used vehicles of these types, you may sell the Guardian Gate to vehicle owners without regard as to whether the Gate complies with the performance requirements of the standard. However, we urge you to consider meeting those requirements voluntarily, to ensure that the Gate will perform to specified levels for the safety of firefighters riding in the 'jump seat area' of the vehicle. You should also be aware that you are responsible under the National Traffic and Motor Vehicle Safety Act, as a manufacturer of motor vehicle equipment, to ensure that your product contains no defect relating to motor vehicle safety. If you or this agency determines that a safety related defect exists, you must notify purchasers of your product of the defect and remedy the problem free of charge. I hope this information is helpful. Sincerely, Erika Z. Jones Chief Counsel Enclosure"; |
Request an Interpretation
You may email your request to Interpretations.NHTSA@dot.gov or send your request in hard copy to:
The Chief Counsel
National Highway Traffic Safety Administration, W41-326
U.S. Department of Transportation
1200 New Jersey Avenue SE
Washington, DC 20590
If you want to talk to someone at NHTSA about what a request for interpretation should include, call the Office of the Chief Counsel at 202-366-2992.
Please note that NHTSA’s response will be made available in this online database, and that the incoming interpretation request may also be made publicly available.